System for an engine having a particulate matter sensor

ABSTRACT

A system for improving operation of an engine having a particulate matter sensor is presented. The system may be used to improve engine operation during cold starts especially under conditions where water vapor or entrained water droplets are present in vehicle exhaust gases. In one embodiment, an engine controller that activates a heater of an exhaust gas sensor after an output of a particulate matter sensor exceeds a threshold value after an engine is started.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority from U.S. Provisional PatentApplication No. 61/239,381, entitled “SYSTEM FOR AN ENGINE HAVING APARTICULATE SENSOR,” filed Sep. 2, 2009, the disclosure of which ishereby incorporated by reference in its entirety and for all purposes.

FIELD

The present description relates to a system for improving operation ofan engine having a sensor and a particulate filter. The system may beparticularly useful for direct injection engines that are cold started.

BACKGROUND AND SUMMARY

One system for monitoring a sensor is provided in U.S. Pat. No.7,526,914. This system presents a controller configured to calculateheat data corresponding to a heat budget in the exhaust pipe in closeproximity to a sensor after an engine startup. The heat estimate isbased upon an operating condition of the engine and a driving conditionof a vehicle. The controller also makes a determination as to drynessinside the exhaust pipe based upon the heat data. Further, the powersupply to the sensor heater is controlled based upon the result of thedryness determination.

The above-mentioned method can also have several disadvantages.Specifically, the system uses exhaust gas oxygen concentration and othervariables to estimate when conditions in the vehicle exhaust system aredry enough to start heating an oxygen sensor. Since the sensor heateractivation is related to an estimate of exhaust system conditions ratherthan to actual exhaust system conditions, the sensor heater may beactivated earlier or later than is desired. As a result, the sensor maydegrade at an undesirable rate if the heater is activated earlier thandesired. On the other hand, if the sensor heater is activated later thandesired, engine emissions may degrade.

The inventors herein have recognized the above-mentioned disadvantagesand have developed a system for improving operation of an engine havinga particulate matter sensor.

One embodiment of the present description includes a system foractivating an exhaust sensor, comprising: an engine; an exhaust gassensor; a particulate matter sensor; and a controller that activates aheater of said exhaust gas sensor when an output of said particulatematter sensor exceeds a threshold value after said engine is started.

By monitoring the output of a particulate matter sensor, the control ofheater elements of other sensors located in the exhaust stream of anengine may be improved. For example, during an engine cold start, watercondensate may form in the exhaust system as exhaust gases flow throughthe exhaust system. If a heating element of an oxygen sensor isactivated before the water condensate leaves the exhaust system,performance of the oxygen sensor may degrade. On the other hand, if theoxygen sensor heater is activated later than desired, engine emissionsmay degrade. The inventors herein have developed a system where sensorheaters may be activated in relation to the output of a particulatematter sensor.

Specifically, in one example, when the output of the particulate mattersensor provides a near impulse output, sensor heaters may be activated.The near impulse response of the particulate matter sensor results froma rapid change in the conductivity of the particulate matter sensor inthe presence of water condensate. In one embodiment, when theparticulate matter sensor response is below a second threshold, afterexceeding a first threshold, the particulate matter sensor is indicatingthat water condensate is no longer present in the exhaust system;therefore, sensor heaters can be activated. In this way, the inventorsherein have developed a way to activate exhaust system sensor heaters inresponse to exhaust system conditions rather than by inferences that maybe less reliable.

The present description may provide several advantages. Specifically,the approach may improve engine emissions by allowing sensor heaters tobring sensors up to operating temperatures earlier and more reliablythan systems that infer exhaust system conditions. Further, the systemcan reduce sensor degradation by reducing the possibility of activatingsensor heaters before water in the exhaust system is vaporized.

The above advantages and other advantages, and features of the presentdescription will be readily apparent from the following DetailedDescription when taken alone or in connection with the accompanyingdrawings.

It should be understood that the summary above is provided to introducein simplified form a selection of concepts that are further described inthe detailed description. It is not meant to identify key or essentialfeatures of the claimed subject matter, the scope of which is defineduniquely by the claims that follow the detailed description.Furthermore, the claimed subject matter is not limited toimplementations that solve any disadvantages noted above or in any partof this disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

The advantages described herein will be more fully understood by readingan example of an embodiment, referred to herein as the DetailedDescription, when taken alone or with reference to the drawings,wherein:

FIG. 1 is a schematic diagram of an engine;

FIG. 2 is a flow chart of a sensor heater control routine that controlsin relation to the output of a particulate matter sensor;

FIG. 3 is an example plot of example signal of interest during an enginestart;

FIG. 4 is a flow chart of a particulate matter sensor evaluationroutine;

FIG. 5 shows an example particulate matter sensor evaluation circuit;

FIG. 6 is a flow chart of a particulate matter sensor evaluationroutine; and

FIG. 7 is a plot of an example particulate matter sensor output.

DETAILED DESCRIPTION

FIG. 1 shows an exemplary embodiment of an engine system generally at10. Specifically, internal combustion engine 10 comprises a plurality ofcylinders, one cylinder of which is shown in FIG. 1. Engine 10 iscontrolled by electronic engine controller 12. Engine 10 includescombustion chamber 14 and cylinder walls 16 with piston 18 positionedtherein and connected to crankshaft 20. Combustion chamber 14communicates with an intake manifold 22 and an exhaust manifold 24 viarespective intake valve 26 and exhaust valve 28.

Intake manifold 22 communicates with throttle body 30 via throttle plate32. In one embodiment, an electronically controlled throttle can beused. In one embodiment, the throttle is electronically controlled toperiodically, or continuously, maintain a specified vacuum level inintake manifold 22. Alternatively, throttle body 30 and throttle plate32 may be omitted.

Combustion chamber 14 is also shown having fuel injector 34 coupledthereto for delivering fuel in proportion to the pulse width of signal(fpw) from controller 12. Fuel is delivered to fuel injector 34 by aconventional fuel system (not shown) including a fuel tank, fuel pump,and fuel rail (not shown). In the case of direct injection engines, asshown in FIG. 1, a high pressure fuel system is used such as a commonrail system. However, there are several other fuel systems that could beused as well, including but not limited to EUI, HEUI, etc.

In the depicted embodiment, controller 12 is a conventionalmicrocomputer, and includes a microprocessor unit 40, input/output ports42, electronic memory 44, which may be an electronically programmablememory in this particular example, random access memory 46, and aconventional data bus.

Controller 12 receives various signals from sensors coupled to engine10, including but not limited to: measurements of inducted mass airflow(MAF) from mass airflow sensor 50 coupled to the air filter [A on FIG.1]; engine coolant temperature (ECT) from temperature sensor 52 coupledto cooling jacket 54; a measurement of manifold pressure (MAP) frommanifold pressure sensor 56 coupled to intake manifold 22; a measurementof throttle position (TP) from throttle position sensor 58 coupled tothrottle plate 32; intake air charge temperature sensor 51; and aprofile ignition pickup signal (PIP) from Hall effect (or variablereluctance) sensor 60 proximate to crankshaft 20 indicating enginespeed.

Engine 10 may include an exhaust gas recirculation (EGR) system to helplower NO_(x) and other emissions. For example, engine 10 may include ahigh pressure EGR system in which exhaust gas is delivered to intakemanifold 22 by a high pressure EGR tube 70 communicating with exhaustmanifold 24 at a location upstream of an exhaust turbine 90 a of acompression device 90, and communicating with intake manifold 22 at alocation downstream of an intake compressor 90 b of compression device90. The depicted high pressure EGR system includes high pressure EGRvalve assembly 72 located in high pressure EGR tube 70. Exhaust gastravels from exhaust manifold 24 first through high pressure EGR valveassembly 72, and then to intake manifold 22. An EGR cooler [shown at Yin FIG. 1] may be located in high pressure EGR tube 70 to coolrecirculated exhaust gases before entering the intake manifold. Coolingis typically done using engine water, but an air-to-air heat exchangermay also be used.

Engine 10 may also include a low pressure EGR system. The depicted lowpressure EGR system includes a low pressure EGR tube 170 communicatingwith exhaust manifold 22 at a location downstream of exhaust turbine 90a, and communicating with intake manifold 22 at a location upstream ofintake compressor 90 b. A low pressure valve assembly 172 is located inlow pressure EGR tube 170. Exhaust gas in the low pressure EGR looptravels from turbine 90 a through a catalytic device 82 (for example, adiesel oxidation catalyst and/or NO trap) and a diesel particulatefilter 80 before entering low pressure EGR tube 170. A low pressure EGRcooler Ya may be positioned along low pressure EGR tube 170.

High pressure EGR valve assembly 72 and low pressure EGR valve assembly172 each has a valve (not shown) for controlling a variable arearestriction in high pressure EGR tube 70 and low pressure EGR tube 170,which thereby controls flow of high and low pressure EGR, respectively.

Vacuum regulators 74 and 174 are coupled to high pressure EGR valveassembly 72 and low pressure EGR valve assembly 172, respectively.Vacuum regulators 74 and 174 receive actuation signals from controller12 for controlling the valve positions of high pressure EGR valveassembly 72 and low pressure EGR valve assembly 172. In a preferredembodiment, high pressure EGR valve assembly 72 and low pressure EGRvalve assembly 172 are vacuum actuated valves. However, any type of flowcontrol valve or valves may be used such as, for example, an electricalsolenoid powered valve or a stepper motor powered valve.

A particulate matter sensor 176 may be placed in the exhaust systembetween particulate filter 80 and the tailpipe to monitor particulateemissions. Likewise, a second particulate matter sensor 178 may beplaced upstream of particulate filter 80. Particulate matter sensor 178may be placed either between catalytic device 82 and particulate filter80 (as depicted), or may be placed upstream of catalytic device 82.Particulate matter sensor 176 may be referred to herein as “downstreamparticulate matter sensor 176” and particulate matter sensor 178 may bereferred to herein as “upstream particulate matter sensor 178.” In oneembodiment, particulate matter sensors may sense the accumulation ofsoot between two electrodes by a change in the impedance between the twoelectrodes.

Compression device 90 may be a turbocharger or any other such device.The depicted compression device 90 has a turbine 90 a coupled in theexhaust manifold 24 and a compressor 90 b coupled in the intake manifold22 via an intercooler [shown at X in FIG. 1], which is typically anair-to-air heat exchanger, but could be water cooled. Turbine 90 a istypically coupled to compressor 90 b via a drive shaft 92. (This couldalso be a sequential turbocharger arrangement, single VGT, twin VGTs, orany other arrangement of turbochargers that could be used).

Further, drive pedal 94 is shown along with a driver's foot 95. Pedalposition sensor (pps) 96 measures angular position of the driveractuated pedal.

Further, engine 10 may also include exhaust air/fuel ratio sensors (notshown). For example, either a 2-state EGO sensor or a linear UEGO sensorcan be used. Either of these can be placed in the exhaust manifold 24,or downstream of devices 80, 82 or 90. It will be understood that thedepicted diesel engine 10 is shown only for the purpose of example andthat the systems and methods described herein may be implemented in orapplied to any other suitable engine having any suitable componentsand/or arrangement of components.

Referring to FIG. 2, a flow chart of a method for activating heaters ofsensors located in an engine exhaust stream is shown. At 201, engineoperating conditions are determined. In one example, engine coolanttemperature, ambient temperature, ambient pressure, and time sinceengine stop may be determined. Of course, some embodiments may determinemore or fewer engine conditions before engine start. After determiningengine operating conditions, routine 200 proceeds to 203.

At 203, it is judged whether or not conditions are met to monitor theoutput of a particulate matter sensor. In one embodiment, the output ofa particulate matter sensor may be monitored when the estimated exhaustgas temperature is between a first threshold value and a secondthreshold value. The exhaust gas temperature may be estimated fromengine coolant temperature, engine load, injection timing, and thenumber of combustion events since engine start, for example. In otherembodiments, the particulate matter sensor may be monitored simply inrelation to a time since start. Thus, the method of routine 200 may beexecuted during a first condition and bypassed or not executed during asecond condition, the second condition different from the firstcondition. For example, routine 200 may be executed during a cold enginestart and may not be executed during a warm engine start. Thus, routine200 allows an engine controller to limit sensor heater current inresponse to the output of a particulate matter sensor. If conditions aremet to monitor the output of a particulate matter sensor, routine 200proceeds to 205. If conditions are not met, routine 200 proceeds to exituntil it is executed again.

At 205, the output of a particulate matter sensor located in an exhauststream is monitored. If the particulate matter sensor output exceeds athreshold value, routine 200 proceeds to 207. If not, routine 200returns to 203. In another embodiment, the rate of change of theparticulate matter sensor output may be determined. If the rate ofchange in the particulate matter sensor output is greater than athreshold, routine 200 proceeds to 207. If not, routine 200 returns to203.

At 207, routine 200 judges if the particulate matter sensor output hasexceeded a threshold value for more than a threshold amount of time. Ifso, routine 200 proceeds to 209. If not, routine 200 returns to 203. Thethreshold amount of time may be varied in relation to engine operatingconditions if desired, or the threshold may be a constant. Further, theamount of time may be set to zero so that routine 200 can proceed to 209if the particulate matter sensor output exceeds the threshold for a verybrief period. In another embodiment, routine 200 may proceed to 209 ifthe particulate matter sensor output goes lower than a second thresholdvalue after the output of the particulate sensor exceeds a firstthreshold for a first time since engine start. Otherwise, routine 200returns to 203. Thus, routine 200 allows sensors and sensor heaters tobe turned on based on different attributes of the particulate mattersensor output during an engine start. For example, heaters may be turnedon at a rising or falling edge of an output signal from a particulatematter sensor. Further, sensors and/or sensor heaters may be activatedwhen the output of a particulate matter sensor is above a threshold fora period of time. And of course, the period of time may be variable orconstant.

In yet another embodiment, routine 200 may proceed to 209 in relation toother output attributes of a particulate matter sensor. In particular,the output of a particulate matter sensor may vary in response to engineoperating conditions such that the particulate matter sensor providesadditional information beyond an impulse-like response. For example,under some conditions the particulate matter sensor output may decay ata rate that may be related to exhaust gas temperature, ambient pressure,ambient humidity, or ambient temperature. In such conditions, theinflection point of the decay may be used to indicate when to activateother sensors or sensor heaters. Further, the rate of decay may be usedto indicate when to activate other sensors or sensor heaters. Forexample, if the particulate matter sensor output decays at a rate thatis greater than a threshold, other sensors or sensor heaters may beactivated. In another example, if the particulate matter sensor outputdecays at a rate that is greater than a threshold, and then the rate ofdecay subsequently reduces to a rate that is less than a threshold rateof decay, then other sensors or sensor heaters may be activated when theparticulate matter sensor output rate of decay is less than thethreshold rate of decay. Further still, a routine may monitor both arate of rise and rate of decay of an initial impulse-like response of aparticulate matter sensor, and thus identify the first impulse-likeresponse from the engine start.

Note that if the particulate matter sensor does not output a signal orif a signal is output, but below a threshold, during engine operationfrom a first condition to a second condition, the second conditiondifferent from the first condition, it may be judged that a particulatematter sensor shield is at least partially obstructed. For example, ifan engine is started at a temperature of 18° C. and a particulate mattersensor does not output a signal by the time the engine reaches 70° C.,it may be judged that a shield that protects the sensing element of theparticulate matter sensor is at least partially obstructed from sensingexhaust gases.

At 209, routine 200 activates sensor heaters and/or sensors by supplyingpower to the sensors and/or sensor heaters. Sensor heaters may includebut are not limited to oxygen sensor heaters, ammonia sensors,particulate sensor heaters, and NOx sensors. Power may be applied atfull power or power may be gradually increased in relation to the outputof the particulate matter sensor. In one embodiment, a heater voltage ismodulated to an oxygen sensor heater. The voltage is begins at a lowduty cycle (e.g., 10%) and is ramped to a higher duty cycle (e.g., 100%)before the heater is deactivated by setting the heater duty cycle to 0%in response to engine operating conditions.

It should be noted that the method of FIG. 2 can be applied to more thana single particulate matter sensor so that activation of differentsensors and sensor heaters may be accomplished relative to differentparticulate matter sensors. For example, sensors and sensor heaterslocated upstream of a first particulate matter sensor can be activatedin response to the output of a first particulate matter sensor whilesensors and sensor heaters located between the first particulate mattersensor and a second particulate matter sensor are activated in responseto a second particulate matter sensor located downstream of the firstparticulate matter sensor. Further, routine 200 allows the enginecontroller to activate a sensor heater after output of a particulatematter sensor exceeds said threshold value for the first time since theengine was last stopped.

Referring now to FIG. 3, it shows some signals or interest during anexample engine cold start. For each of the plots, time begins from zeroon the left side of the plot and increase to the right side of eachplot.

In the upper plot, an example of engine speed during engine start isillustrated. The engine starts from rest at time T₁ and approaches 2000RPM as it starts. Later in time, engine speed may be related to driverdemand torque as time progresses from left to right. In this example,engine speed increases and decreases with driver demand.

In the plot second from the top of FIG. 3, example exhaust gastemperature is plotted. The exhaust gas temperature begins at ambienttemperature before the engine is started and then increases. The exhausttemperature can be related to engine speed, engine load, and number ofcombustion events from engine start. In this example, exhaust gastemperature increases for approximately two-thirds of the plot and thenlevels off. Of course, actual exhaust gas temperatures are expected tovary depending on starting conditions and engine operating conditions.

In the plot third from the top of FIG. 3, an example output of aparticulate temperature sensor is shown. This plot represents the changein electrical conductance of a particulate sensor. Initially, the sensoroutput is low and then abruptly increases at approximately one-fifth ofthe way through the plot. The increase corresponds to an increase ofconductance from water droplets that may entrain on the sensing element.The particulate matter sensor output resembles an impulse response, butthe duration of the response may vary depending on engine operatingconditions and ambient conditions. Accordingly, activation or sensors orsensor heaters may be related to the impulse duration, the start of theimpulse, or when the level of the impulse-like signal falls below athreshold amount. Further, the activation of other sensors and sensorheaters may be related to the position in the exhaust system where theparticulate sensor is located. For example, sensors and heaters may beactivated after a particulate matter sensor outputs a voltage above athreshold for more than 0.1 seconds when the particulate sensor islocated downstream of the sensor or heater to be activated. Thehorizontal dashed line 301 represents a first threshold level that maybe used to judge whether or not water condensate is present in theexhaust system. If the particulate matter sensor output exceeds thethreshold level, it may be judged that water condensate is in theexhaust system. Thus, at time T₂ the particulate matter sensor indicateswater condensate is present in the exhaust system.

At T₃, the particulate matter sensor output begins to decay below asecond threshold 305 and indicates that water condensate is no longerpresent in the exhaust system, at least where the particulate mattersensor is mounted. In one example, routine 300 determines that watercondensate is no longer present in the exhaust system upstream of wherethe particulate matter sensor is located because temperatures mayassumed to be warmer upstream of the particulate matter sensor location.In particular, at higher exhaust temperatures, the dew point temperatureis exceeded so that water condensate will not form in the exhaust.Therefore, in systems that employ multiple particulate matter sensors,sensors and sensor heaters that are upstream of a particulate mattersensor that indicates water condensate is no longer in the exhaust canbe activated. For example, if first and second particulate mattersensors are positioned in an exhaust system, and the first particulatematter sensor is located upstream of second particulate matter sensor,sensors and sensor heaters located upstream of the first particulatematter sensor can be activated after the first particulate matter sensoroutputs an impulse similar to impulse 303. Sensors and sensor heaterslocated downstream of the first particulate matter sensor but upstreamof the second particulate matter sensor may be activated after thesecond particulate matter sensor outputs an impulse similar to impulse303. Sensors and sensor heaters may be activated at the first or secondthreshold depending on system configuration and objectives. Thus,sensors and sensor heaters may be activated as the exhaust gastemperature exceeds the dew point temperature at the particular sensorlocation in the exhaust system.

Note that the actual point in time where water condensate is no longerpresent in the exhaust system may be deemed at any point after theparticulate matter sensor begins to decay at T₃. The description of FIG.2 provides an explanation of several different options. Also note thatthe lack of an impulse-like change in conductance or resistance similarto 303 can be used to indicate a degraded sensor or a plugged sensorshield.

The bottom plot illustrates an example of oxygen sensor heater control.Between T₁ and T₃ the oxygen sensor heater is off. At T₃, the oxygensensor is turned on by applying a voltage to the oxygen sensor heater.The voltage is periodically cycled on and off so that the oxygen sensoris heated gradually. Heating the sensor gradually may reduce heater andsensor degradation. Note that the plot is only illustrative and notmeant to limit the scope of heater control. Heater voltage may beapplied at a higher frequency and different duty cycle than that whichis illustrated without departing from the scope or intent of thedescription. At T₄, the heater voltage is applied at 100% duty cycle.

Referring now to FIG. 4, a flow chart of a method to diagnose whether ornot a particulate matter sensor is functioning as desired is shown. Themethod can be useful for determining whether an open in the particulatematter sensor circuit exists or whether a sensor shield may be plugged.The method looks for a brief spike or impulse at the output of aparticulate matter sensor which indicates increased particulate mattersensor conductance that may be observed when an engine is cold started,as previously shown in FIG. 3. Conductance of the particulate mattersensor may increase during a cold start as water vapor from engineexhaust impinges on the particulate matter sensor substrate andcondenses as the exhaust gas temperature cools below the dewpoint. Thewater vapor in the exhaust may be formed from exhaust byproducts or fromother water that has condensed in the exhaust system. The exhaust systemtemperature may gradually increase so that the water evaporates from thesubstrate and the conductance decreases; thereby, decreasing theparticulate matter sensor output. Thus, the sensor can be expected toprovide an output under certain engine operating conditions. Bymonitoring the output of the particulate matter sensor during cold startoperating conditions, an evaluation of sensor operation may be madewithout additional circuitry or without disturbing system operation.During other engine operating conditions the particulate matter sensoroutput may not be monitored so that the engine controller can bereleased for other tasks.

At 402, engine operating conditions are determined. In one example,engine coolant temperature, ambient temperature, ambient pressure, andtime since engine stop may be determined. Of course, some embodimentsmay determine more or fewer engine conditions before engine start. Afterdetermining engine operating conditions, routine 400 proceeds to 404.

At 404, it is judged whether or not conditions are met to monitor theoutput of a particulate matter sensor. In one embodiment, the output ofa particulate matter sensor may be monitored when the estimated exhaustgas temperature is between a first threshold value and a secondthreshold value, the dewpoint between the first threshold value and thesecond threshold value. The exhaust gas temperature may be estimatedfrom engine coolant temperature, engine load, injection timing, and thenumber of combustion events since engine start, for example. In otherembodiments, the particulate matter sensor may be monitored simply inrelation to a time since start. Thus, the method of routine 400 may beexecuted during a first condition and bypassed or not executed during asecond condition. If conditions are met to monitor the output of aparticulate matter sensor, routine 400 proceeds to 406. If conditionsare not met, routine 400 proceeds to 414.

At 406, a flag is set to establish that an evaluation of a particulatematter sensor has been initiated. The flag is used in part to determinewhether or not a particulate matter sensor degradation indication shouldbe made. Routine 400 then proceeds to 408.

At 408, the output of a particulate matter sensor located in an exhauststream is monitored. If the particulate matter sensor output exceeds athreshold value, routine 400 proceeds to 410. Alternatively, routine 400may proceed to 410 after the particulate matter sensor output exceeds afirst threshold and then falls below a second threshold. In anotherembodiment, the rate of change of the particulate matter sensor outputmay be determined. If the rate of change in the particulate mattersensor output is greater than a threshold, routine 400 proceeds to 410.In still another embodiment, if the change in conductance is greaterthan a threshold amount or if sensor conductance is greater than athreshold amount, routine proceeds to 410. If substantially no change(e.g., less than 5% of full scale output) in sensor output is observedby way of a change in conductance or by an output of voltage or currentafter an engine temperature has exceeded a dewpoint temperature, routine400 returns to 404.

At 410, routine 400 judges if the particulate matter sensor output hasexceeded a threshold value for more than a threshold amount of time. Ifso, routine 400 proceeds to 412. If not, routine 400 returns to 404. Thethreshold amount of time may be varied in relation to engine operatingconditions if desired, or the threshold may be a constant. In anotherembodiment, routine 400 may proceed to 412 if the particulate mattersensor output goes lower than a second threshold value after the outputof the particulate sensor exceeds a first threshold for a first timesince engine start. Otherwise, routine 400 returns to 404.

In yet another embodiment, routine 400 may proceed in relation to otheroutput attributes of a particulate matter sensor. In particular, theoutput of a particulate matter sensor may vary in response to engineoperating conditions such that the particulate matter sensor providesadditional information beyond the impulse-like response. For example,under some conditions the sensor output may decay at a rate that may berelated to exhaust gas temperature, ambient pressure, ambient humidity,or ambient temperature. In such conditions, the inflection point of thedecay may be used to indicate when to activate other sensors or sensorheaters. Further, the rate of decay may be used to indicate when toactivate other sensors or sensor heaters. For example, if theparticulate matter sensor output decays at a rate that is greater than athreshold, other sensors or sensor heaters may be activated. In anotherexample, if the particulate matter sensor output decays at a rate thatis greater than a threshold and then the rate of decay subsequentlyreduces to a rate that is less than a threshold rate of decay, thenother sensors or sensor heaters may be activated when the particulatematter sensor output rate of decay is less than the threshold rate ofdecay.

At 412, routine 400 resets to zero the evaluation flag that was set instep 406 and indicates that the particulate matter sensor is notdegraded beyond a threshold level. Routine 400 proceeds to exit after412.

At 414, routine 400 determines if the particulate matter sensor testflag was set in step 406. If not, routine 400 exits. If so, routine 400proceeds to 416. If the test flag was set at 406 and conditions formonitoring the particulate matter sensor are no longer met without theparticulate matter sensor outputting a signal, routine 400 determinesthat the particulate matter sensor has degraded in some manner andproceeds to 416.

At 416, a degradation counter is incremented. However, if a subsequentparticulate matter sensor evaluation indicates a desired signal from theparticulate matter sensor, the counter may be reset or decremented at412.

At 418, routine 400 determines if the degradation counter has reached athreshold level. If so, an indication to the vehicle operator or anotherengine system may be made at 420. After indicating degradation at 420the particulate matter sensor test flag that was set at 406 is reset. Ifthe degradation counter has not reached a threshold level, routine 400proceeds to exit after resetting the particulate matter sensor test flagthat was set at 406.

Thus, routine 400 can assess degradation of particulate matter sensorsbetween first and second exhaust gas temperatures and indicate sensordegradation if the output of the particulate sensor does not exceed athreshold while engine exhaust gases are between the first and secondexhaust gas temperatures. Further, an indication of degradation of aparticulate matter sensor can be output after a plurality of enginestarts so that an indication of degradation is not output for a singleengine start where conditions may deviate from conditions where anoutput by the particulate sensor might be expected.

Note that the method of FIG. 4 may be applied to more than one sensor sothat the outputs of different sensors may be compared during a singleengine start. For example, for an engine having two separate exhaustpassages, the output of one sensor during an engine start can becompared to the output of another particulate matter sensor located in asecond different exhaust passage. If one particulate matter sensorindicates an output during a start, and the other particulate mattersensor doesn't indicate an output during the start or remainssubstantially unchanged (e.g., changes less that 5% of full scale), anindication of degradation of the sensor not outputting an impulse-likeresponse may be given. Alternatively, an indication of a plugged sensorshield of the sensor having an output that does not change may beprovided. If both sensors output impulse-like responses both sensors maybe judged not degraded beyond a desired amount.

When the method of FIG. 4 is applied to an engine system having morethan one particulate matter sensors, the particulate matter sensors maybe located in different branches of the engine exhaust system. Forexample, a first particulate matter sensor may be located in a firstbranch and a second particulate matter sensor may be located in a secondbranch. Alternatively, the first particulate matter sensor and thesecond particulate matter sensor may be located in the same exhaustpassage where the first particulate sensor is located upstream of thesecond particulate matter sensor. Where one particulate matter sensor islocated downstream of the other particulate matter sensor, it isexpected that the output of one sensor may change before the output ofthe other sensor. In such cases, assessment and indication of sensordegradation may be delayed until outputs from both sensors may beexpected. Alternatively, the comparison of an output from said firstparticulate matter sensor to an output of said second particulate mattersensor may be conducted after the output of said first particulatematter sensor exceeds a threshold level and after the output of thefirst particulate matter sensor falls below a second threshold level.Further, the timing of the output of one or the other particulate mattersensor may be shifted in time so that the sensor outputs can becompared. For example, if an upstream particulate sensor changesconductivity at T₁ and downstream particulate sensor changesconductivity at T₂, the difference in time between T₁ and T₂ being 0.25seconds, then the recorded output of T₂ can be shift forward in time by0.25 seconds so that a relevant comparison between sensors may be made.

Referring now to FIG. 5, a circuit for diagnosing a short circuit in theparticulate matter sensor is shown. Pull-up resistor 504 creates avoltage after low pass filter 508 that allows measurement theparticulate matter sensor conductance using a transfer function and A/Dconvertor, for example. The pull-up resistor is sized based on thenumber of squares of particulate matter collection surface. Pull-downresistor 506 creates a 4.5×VREF signal when the particulate mattersensor is open circuit. The particulate matter sensor appears as an opencircuit often because it has high impedance. However, drift of thepull-up resistance may also be detected since a signal that is not closeto 4.5×VREF may be observed. As such, a controller could set a flag tocheck the controller hardware. In addition, if a wire supplying heaterpower to the particulate matter sensor degrades, a higher voltage may beobserved at the controller. The circuit of FIG. 5 allows the particulatematter sensor to be diagnosed between a first and second thresholdvoltage level created by the circuit. For example, a voltage greaterthan 4.5×VREF may indicate particulate matter sensor degradation. And, avoltage that is much less than 4.5×VREF may not occur immediately aftersensor regeneration (e.g., combusting soot on the sensor) because theresistance of the element is high. Consequently, indications for voltagehigher than expected and for voltage lower than expected afterparticulate matter sensor regeneration may be provided by monitoring thevoltage between pull-up resistor 504 and pull-down resistor 506.

Referring now to FIG. 6, a flow chart of an alternate method to diagnosewhether or not a particulate matter sensor is functioning as desired isshown. The method heats a particulate matter sensor and looks for achange in the sensor output. For example, the sensor conductance canchange so that additional current may flow through the sensor. Sensoroutput can change during sensor heating because the heating may allowleakage current to increase between the particulate matter sensorelectrodes, thereby increasing the particulate matter sensor output.

At 602, engine operating conditions are determined. In one example,engine coolant temperature, ambient temperature, ambient pressure, andtime since engine stop may be determined. By assessing engine operatingconditions, routine 600 may initiate a particulate matter sensorevaluation when the evaluation is likely to have less effect on engineoperation. After determining engine operating conditions, routine 600proceeds to 604.

At 604, it is judged whether or not conditions are met to initiateevaluation of particulate matter sensor degradation. In one embodiment,the particulate matter sensor may be evaluated when the engine is notoperating. For example, a particulate matter sensor may be evaluatedafter key-on while glow-plugs are being heated. In another embodiment,the particulate matter sensor may be evaluated when engine outparticulates are expected to be low. For example, a particulate mattersensor may be evaluated when engine load is low and when engine speed islow. Thus, the method of routine 600 may be executed during a firstcondition and bypassed or not executed during a second condition. Ifconditions are met to evaluate a particulate matter sensor, routine 600proceeds to 606. If conditions are not met, routine 600 proceeds toexit.

At 606, the particulate matter sensor heater is activated. Theparticulate matter sensor heater may be controlled to a desiredtemperature by adjusting voltage or current supplied to the heater. Inone embodiment, the heater may be subject to a particular currentprofile so that the particulate matter sensor output will exhibit anexpected response or value of current or voltage. The current profilemay be stored in the memory of an engine controller and indexed as afunction of time since start of evaluation. After activating theparticulate matter sensor heater routine 600 proceeds to 608.

In addition, a timer may be started at 606 for a purpose of inferringthe resistance of the particulate matter sensor heater. It may bedesirable under some conditions to measure or calculate the amount oftime that it takes for a heater to oxidize particulate matter on theparticulate matter sensor. By determining the time it takes to lowerconductance of a particulate matter sensor, particulate matter sensorresistance may be inferred. For example, if the time it takes toregenerate a particulate matter sensor increases, it may be determinedthat the heater circuit is an open circuit so that a diagnostic code orflag may be set to indicate particulate heater degradation. As a result,the particulate matter sensor heater resistance can be monitored withoutadding the expense of separate circuitry for determining particulatematter sensor heater resistance.

At 608, routine 600 determines whether or not the particulate mattersensor is at a threshold temperature before assessing the particulatematter sensor output. In one example, routine 600 determines if thesubstrate of the particulate matter sensor has reached a thresholdtemperature. In another example, routine 600 determines if theparticulate matter sensor substrate has reached a temperature requestedby a current profile in step 606. In one example, a first order modelcan be used to estimate the particulate substrate temperature. Forexample, using the heater current as an input, substrate temperature canbe estimated. If the particulate matter sensor is at the desiredtemperature, routine 600 proceeds to 610. If not, routine 600 proceedsback to 606 where the particulate matter sensor heater temperature iscontrolled to the desired temperature.

At 610, routine 600 monitors the output of the particulate mattersensor. The sensor output may be monitored in a variety of ways and theparticular method for monitoring the particulate matter sensor outputmay accordingly vary. In one embodiment, the voltage output from theparticulate matter sensor is monitored by an engine controller. Theparticulate matter sensor output may be monitored while current isapplied to the particulate matter sensor or for a period of time aftercurrent is withdrawn from the particulate matter sensor. Aftermonitoring the particulate matter sensor output, routine 600 proceeds to612.

At 612, routine 600 compares the particulate matter sensor output toexpected values. In one embodiment, the particulate matter sensor outputis compared to empirically determined values that are stored in memoryof an engine controller. Further, in one embodiment, the particulatematter sensor may be evaluated and the evaluation results stored inmemory to use as a basis for comparison with later particulate mattersensor evaluations. Thus, for example, particulate matter sensor heatercurrent can be increased so that leakage current between the positiveand negative electrodes of the particulate matter sensor increases.However, if the leakage current is less than a threshold value, it maybe judged that the particulate matter sensor is degraded. In this way,the particular response of a particular sensor may be used as a basisfor subsequent particulate matter sensor tests. This allows routine 600to adapt to sensor variations that may be related to manufacturing orother sources.

The comparison of particulate matter sensor output to other sources orreferences may be accomplished in a variety of ways. In one example, thedata of an evaluation may be subtracted by reference data to create anerror. The error may be summed over the evaluation interval to create avalue that may be assessed against a predetermined threshold value. Ifthe value deviates from the threshold value by more than a prescribedamount, degradation may be determined. Thus, the particulate mattersensor regeneration heater may be activated, and if the resistance ofthe particulate matter sensor may decreases, or the conductanceincreases, it may be judged that the particulate matter has beendegraded by conductive material, such as a metal. In one example, aregeneration heater may be activated and increase the temperature of asubstrate of a particulate matter sensor above a threshold temperature.This method allows a controller to assess deposition of a conductivematerial on a particulate matter sensor in response to a resistance orconductance of said particulate matter sensor. This particular methodmay be performed whether or not the engine is operating or stopped.

In another embodiment, the particulate matter sensor output may beevaluated at specific intervals during the evaluation period. Forexample, particulate matter sensor output may be evaluated or monitoredafter a first amount of current is applied for a first period of time,and again after a second amount of current is applied for a secondperiod of time. After comparing the particulate matter sensor output toexpected values, routine 600 proceeds to 614.

In addition, if a timer is started at 606, the timer is stopped at 612.The sensor conductance or resistance can be compared to a function andif the conduction is less than a threshold level, then in one example,it may be judged that there is an open circuit and a particulate mattersensor regeneration heater degradation flag may be set. On the otherhand, if the resistance of a particulate matter sensor is greater than athreshold level, it may be judged that there is an open circuit and aparticulate matter sensor regeneration heater regeneration heaterdegradation flag may be set. Thus, the engine controller can infer theresistance of the particulate matter sensor regeneration heater. Inanother example, the controller may determine an amount of time for theconductance or resistance of said particulate matter sensor to go from afirst threshold value to a second threshold value. For example, if aconstant voltage is applied to the particulate matter sensor, theparticulate matter sensor conduction may change from a first level of0.0001 mhos to 0.001 mhos at second level. Or in the alternative, theresistance may go from 10,000 ohms to 1,000 ohms.

At 614, routine 600 determines whether to proceed to 616 or 618. If theparticulate matter sensor output matches the expected value routine 600proceeds to 616. If not, routine 600 proceeds to 618.

At 616, routine 600 indicates that the particulate matter sensor has notdegraded by more than an allowable amount. Further, if degradation hadbeen observed or detected during a previous evaluation, the degradationcounter of 618 may be reset or decremented before routine 600 exits.

At 618, routine 600 increments a degradation counter and proceeds to620. At 620, routine 600 determines if the degradation counter hasreached a threshold level. If so, an indication to the vehicle operatoror another engine system may be made at 622. If the degradation counterhas not reached a threshold level, routine 600 proceeds to exit.

In another embodiment used with the method of FIG. 6, a resistor layermay be added between the electrodes of the particulate matter sensor. Aresistive layer between the electrodes allows a sensor with minordegradation to the sensing electrode to be considered passing. Adiscrete resistor bridging the ends of the particulate matter sensorelectrodes will flag any degradation to the electrode as sensordegradation. A resistor layer with a known temperature coefficient canbe used to make the leakage current directly proportional to the sensorelement temperature. The resistor material can be specified such that atstandard particulate matter sensor operating temperatures (100 to 400°C.) the resistance would change little as the temperature varies;however, at the elevated temperatures seen during or after sensorheating, the resistor would have a strong temperature dependence. Thisarrangement facilitates a sensor output that is proportional totemperature only during heating. And, it allows for the change in sensorresistance to be used for evaluation with little influence on normalmeasurements. The resistor also makes the open/short circuit test mucheasier for the particulate matter sensor because are few conditionswhere the sensor is normally open circuit or high resistance.

Referring to FIG. 7, an example of expected output from a particulatematter sensor is shown. Output voltage is plotted against particulatematter sensor substrate temperature in degrees Celsius. Curve 702represents the particulate matter sensor output when sensor temperatureis increasing. Curve 704 represents the particulate matter sensor outputwhen sensor temperature is decreasing. Such data may be the basis forevaluating particulate matter sensor degradation in the method of FIG.6.

As will be appreciated by one of ordinary skill in the art, routinesdescribed in FIGS. 2, 4, and 6 may represent one or more of any numberof processing strategies such as event-driven, interrupt-driven,multi-tasking, multi-threading, and the like. As such, various steps orfunctions illustrated may be performed in the sequence illustrated, inparallel, or in some cases omitted. Likewise, the order of processing isnot necessarily required to achieve the objects, features, andadvantages described herein, but is provided for ease of illustrationand description. Although not explicitly illustrated, one of ordinaryskill in the art will recognize that one or more of the illustratedsteps or functions may be repeatedly performed depending on theparticular strategy being used. This concludes the description. Thereading of it by those skilled in the art would bring to mind manyalterations and modifications without departing from the spirit and thescope of the description. For example, 13, 14, 15, V6, V8, V10, and V12engines operating in natural gas, gasoline, diesel, or alternative fuelconfigurations could use the present description to advantage.

1. A system for activating an exhaust sensor, comprising: an engine; anexhaust gas sensor; a particulate matter sensor; and a controller thatactivates a heater of said exhaust gas sensor after an output of saidparticulate matter sensor exceeds a threshold value after said engine isstarted.
 2. The system of claim 1 wherein said controller activates saidheater after said sensor exceeds said threshold value for a first timesince the engine was last stopped.
 3. The system of claim 1 wherein saidcontroller activates said heater during first condition and does notactivate said heater during a second condition.
 4. The system of claim 3wherein said first condition is a cold start and wherein said secondcondition is a warm start, and wherein said controller indicates atleast a partially obstructed shield element of said particulate mattersensor when said output of said particulate matter sensor is less than athreshold.
 5. The system of claim 1 wherein said controller thatobserves the output of said sensor between a first condition and asecond condition.
 6. The system of claim 5 wherein said first conditionis a first temperature and wherein said second condition is a secondtemperature, said second temperature greater than said firsttemperature.
 7. The system of claim 1 wherein said controller limitssaid activation of said heater until said output of said sensor exceedssaid threshold value for a threshold period of time.
 8. The system ofclaim 1 wherein said particulate matter sensor has a resistive elementfor determining a presence of particulate matter.
 9. A method foractivating a heater of a particulate matter sensor, comprising: startingan engine; and activating a heater of an exhaust gas sensor in responseto an output of a particulate matter sensor exceeding a threshold value.10. The method of claim 9 wherein said heater is related to an amount oftime said output of said particulate matter sensor exceeds saidthreshold value.
 11. The method of claim 9 wherein said activation ofsaid heater is related to a period of engine operation when exhaustgases from said engine are at a temperature between a first temperatureand a second temperature.
 12. The method of claim 9 wherein activationof said heater includes supplying said heater with a modulated current.13. The method of claim 12 wherein said modulated current begins at afirst level of modulation, proceeds to a second level of modulation, andproceeds to a third level of modulation.
 14. The method of claim 13wherein said first level of modulation is less than a 100% duty cycle,said second level of modulation is greater than said first level ofmodulation and less than a 100% duty cycle, and said third level ofmodulation is less than a 20% duty cycle.
 15. A method for activating aheater of a particulate matter sensor, comprising: starting an engineduring a first condition; activating a heater of an exhaust gas sensorat a first time since engine start in response to an output of aparticulate matter sensor exceeding a threshold value; and starting theengine during a second condition and activating a heater of an exhaustgas sensor at a second time since engine start, the second time anearlier time since engine start than the first time.
 16. The method ofclaim 15 wherein said first condition is a cold start and said secondcondition is a hot start.
 17. The method of claim 15 wherein saidactivating said heater during engine start during the second conditionincludes activating the heater of an exhaust gas sensor without relyingon the output of the particulate matter sensor.
 18. The method of claim15 wherein said activating said heater is related to an amount of timesaid output of said particulate matter sensor exceeds said thresholdvalue.
 19. The method of claim 18 wherein said activating said heateroccurs after said amount of time exceeds a threshold.
 20. The method ofclaim 15 wherein activation of said heater includes supplying saidheater with a modulated current.